Engine or motor



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J.F.DURYEA. ENGINE OR MOTOR.

No. 557,496. Patented Mar. 31, 1896.

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1N0 Models J P DURYE A 4 Shets-Sheet 2. ENGINE 0R MOTOR.

,496. Pat ente d Mar. 31, 1896.

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4 Sheets-Sheet 4.

J. F. DURYEA. ENGINE 0R MOTOR. No. 557,496. Patented Mar.'3l, 1896.

Ylllll I. III/1 specification.

UNITED STATES PATENT OFFICE.

JrrllIESFRANK DURYEA, OF SPRINGFIELD, MASSAOHITSE'LTS,

' ENGINE OR M'oToR'.

SPECIFICATION .forming' part of Letters Patent No. 557,496, dated March 31, 1896.

Application filed Julie 7,1895. Serial No. 552,029. (No model.)

To all whom it may concern:

Be it known that I, JAMES FRANK DURYEA, a citizen of the United States of America, residing at Springfield, in the county of Hampden and State of Massachusetts, have invented new and useful Improvements in Engines or Motors, of which the following is a This invention relates .to improvements in engines or motors which are driven by an explosive gas-such, for instance, as aerated and vaporized gasolene.

The improved motor is specially devised for the propulsion of road-vel1icles, launches, and

other conveyances, the special objects to be attained being compactness, lightness, cer-.

tainty and efficiency in operation, ease of controlling, and the avoidance of cumbersome equipments or accessories.

The invention consists in constructions and combinations of parts,- all substantially as w.-ill hereinafter fully appear, and be set forth in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification,

in which a double-acting vmotor is shown, and

, in the drawings Figure 1 is a plan view of the motor. .Fig. 2 is a side elevation of the same. Fig. 2* is a section horizontally through the fiy-wheeh'the same comprisingthe governor devices in part. Fig. 2 is a sectional view through the valved v exhaust-outlet for one of the cylinders. Fig.

3 is an end view of the principal parts of the motor, the same being on a larger scale than the preceding figures and showing certain parts, comprising the vapor or gas inlets into one of the cylinders, in vertical sectional view. Fig. 4 is a partial plan taken at one end of the motor and a partial horizontal section. The plane on which the parts are shown in sect-ion is indicated by the line 4 4, Fig. 3,

The line 3 3 on this Fig. 4indicates the plane on which the parts in section in Fig. 3 are taken. Fig. 5 is a partial vertical sectional view taken in a plane parallel with the length of one of the cylinders and as indicated by the line 5 5, Fig. 4. Fig. 6 is a longitudinal section taken vertically and centrally through one of the cylinders. Fi'g. 7 is a partial horizontal section taken on line 7 7, Fig, 6. Fig. 8 is a View in section similarto the right-hand end portion of Fig. 6, but showing a modification of the arrangement of the entrancechamber for the gas or vapor and of the sparking device. Fig. 9 is a vertical sectional view,

on a large scale, of the improved lubricator and showing in a. manner connections therewith for automatically shutting it off concurrently with the switching outof the electric sparking-circuit.

This motor, as shown, comprises two cylb with the service tank or receptacle G for each cylinder, in which is contained the gasolene, there being passages and chambers intermediate between the said service-tank G and the said valved passage 19, which will be hereinafter particularly described.

The adequate supply of the gasolene is carried in a properly-located storage or supply tank H of suitable capacity, the same being indicated in the plan view Fig. 1, and with this tank the conduits 15 16 have connection, leading thence to the aforesaid service-tank The pump indicated at 17, which is automatically operated by the camlS on the motor-shaft, serves to force the fluid in sufiicient quantities into the service-tank. This pump, in connection with the conduits leading from the supply-tank to the service-tank for the cylinders, is not regarded as an im- "portant part of the'present invention and is not illustrated in detail or claimed and is regarded as only one of many ways for maintaining a sufficient quantity of the motor The double-chambered service-tank G may be located above the rear ends of the cylinders, and the rear of this service-tank is constituted by the comparatively thick wall 20, (see Fig. 5,) within which is the angular passage 22, leading from a low part of the interior of the service-tank upwardly through and within the thickness of the wall, and with this passage connects the injector-tube (l, which projects horizontally rearwardly and is surrounded widely by the hollow coating a, which constitutes what will be herein termed the injector-chamber. Said chamber has the depending enlargement 25 at its rear end, with which the pipe 26 leads to the aforesaid vertically-arranged valved passage 1;, which opens into .the gas-inlet chamber F at the rear of each cylinder.

The injector-chamber has the partition f acrossit intermediately of its length, the same being provided with the concentric annular extension or thimble f the circular opening entirely through which is of a considerably greater diameter than the exterior of the injector-tube, and said annular extension f projects rearwardly endwise slightly beyond the end of the injector-tube. The said partition has the arc-formed apertures f there through, overlaid by which at its rear is the movable register-plate f having apertures therethrough and provided with the handlearm f which projects through a slot in the side of the injector-chamber casing. The injector-chamber casing forward of the aforesaid partition f has the several perforations 30, and this perforated portion. of the inj ectorchamber is somewhat widely surrounded and inclosed by the air-jacket at J, which has an opening leading thereinto for the entrance therewithin of atmospheric air. The air may enter through a pipe J which may have a suitably large mouth, whereby, by being properly directed relative to the travel of the motor, (when the same is used for propelling a vehicle, vessel, or other conveyance,) there may be more or less of a forced draft or inflow of air into the aforesaid air-jacket J.

It will be noted on reference to Figs. 4and 5 that there will be always a constant facility for passage of air through the central thimblesurrounded opening in the partition through whieh the injector-tube passes. There may be more or less further flow of air from the forward to the rear portion of the injectorchamber 6, according as the register f is more or less open.

The amount of oil which may be drawn through the injector-tube will be regulated by the screw-plug 32, which screws vertically down into the tapped hole therefor, which is in a line coincident with the vertical branch =of the aforementioned angularpassage 22.

Each of these valved plugs has a suitable head or knob, whereby it may be conveniently turned, and it also has an index-finger 33 thereon which may register with a fixed scale or graduated plate 34 thereunder or adjacent thereto.

Each valve 71, which has its seat in the lower end of the. aforesaid passage 1), which is connected with the injector-chamber, is carried by the vertically -arranged valve stem b which is guided in a suitable apertured spider and head 35 and 36, and has at its upper end a yoke k which at the upper overhanging portion thereof is equipped with the vertically-applied and depending adj ustable screw 37 that has a cooperative relation to the bar K, which is comprised, in the governor mechanism, and which mechanism will be hereinafter described ingits entirety.

The gas and vapors of thegasolene which are with a proportion of air entered in the induction-chambers F F at the rear ends of the cylinders are periodically and alternately exploded by means of electric sparks produced by sparking mechanism, which is illustrated in the drawings and which will be very briefly described as follows, reference being had to Figs. 1, 3, 6, and 7: Within each gas-induction chamber F is entered a metallic contact 40, which is a continuation of the external binding-post, and upon asuitable stud or support located within the chamber F is an angular lever m, pivotally mounted and having one arm 42 adapted to rest against the afore said contact 40 and having its other arm 43 so located as to be subject to the impingement thereagainst of the screw or other form of projection 41 at the rear end of the piston. The lever and contact 40 are included in a normally-closed circuit, which in Fig. 7 is represented in a conventional way comprising the wires 44 44 and which includes a battery or generator 12. The spring, applied as seen at 45, Fig. 6, serves to maintain the lever against the contact 40. g

In practice the circuit comprises the circuitbreaking lever on and contact 40 of two of the cylinders, and the circuit may be rendered suitably continuous by wiring, or, as preferably practiced, by utilizing, in addition to some wires, also metallic parts of the motor-as, for instance, the cylinders, as indidicated in Fig. 1and at L is shown a circuit-breaking device, which includes metallic partsjfi to which the circuit-wires 44 are connected, so that when not desired to operate the motor the circuit may be rendered open foran indefinite length of time.

Each piston has its movements in the operation of the motor as follows: Upon the explosion of thegas by the electric spark it has its working stroke and is then return ed rear:

wardly, whereupon the dead or spent gas is exhausted, (the exhaust-valve being by the valve-motion opened therefor;) the piston has a second forward movement as carried by the momentum of the fly-wheel, to which added impulse is given by the other cylinder-piston and upon this second forward movement of the given piston, by which a vacuum is eren in the cylinder back of the piston and uum or suction thereby induced drawing inwardly such aquantity of air from within the air-jacket J through the thimblef which is within the ejector-chamber e, that a quantity of the gasolene will be from the service-- tank G injected through the tube (I, where upon it becomes commingled with the air in the injector-chamber and passes into the connected ingress-chamber F, and also into the cylinder-chamber within which the ingressehamber is, as to all or a portion thereof, located and with which said ingress-chamber has free and open communication. The piston again rearwardly returning compresses the gas which is in the chambers behind it and which is now in readiness to be exploded, and just as the piston reaches its rearmost extent the projection 41", by contacting with the arm 43 of the circuit-breaking lever m, so swings such lever as tocarry its extremity 42 away fromthe eontact 40, thespark following the said extremity 42, as well. known in electric spark-producing devices, whereupon the piston will again have its stroke as impelled by the exploding gas. Thus briefly summarizing the movements of the piston in each cylinderthere is, first, the forward stroke on the explosion of the gas; secondly, return of the piston and exhaust of the dead gas; thirdly, anotherforward movement of the piston drawing in the vaporized gasolene and commingled air, and, fourthl'y, the return of the piston compressing the gas and air, and, finally, causing the spark and explosion for the next stroke. The valve h has a spring h applied thereto for normally maintaining it closed at all times, except when the piston has its forward motion between the working strokes on explosions, which are the times when the valve should be allowed to open for the ingress of the motor fluid. The valve is opened against its spring by the vacuum. or suction within the cylinderwhen the latter moves forward between each working stroke.

The governor hereinbefore referred to and comprising in part the bar K will be now more fully described. The said bar K is guided to.

move horizontally on'the ways of the bracketsupports 47 therefor and has the pin-and-slot engagements with the said bracket, as seen at 48. This bar operates in common relative to both of the yokes h of the valve-stems, which are provided at the back. of each cylinder, and has beneath the screw 37, which is adjustableon each of the yokes, the recess 50, at the left of which the upper edge of the bar K is inclined, as seen at 52. 1

The fly-wheel M, which is cored out sui tably, has pivoted to the ear-lugs 53 thereof the angular levers'o, having the arms 54 and 55, the latter being weighted, while the arms 54 have pin-and-slot engagements with the I sleeve 56, which rotates with the motor-shaft D and which slides along the same. Said sleeve 56 is suitably grooved and is surrounded by the collar 57, which partakes of the sliding movement of the sleeve, butnot of its rotary movement. The opposite weighted arms 55 are connected by the spiral spring 58.

The long lever 59, which is intermediately pivoted, has a pin-and-slot connection with the aforesaid collar 57, and its rear end has an engagement with the aforesaid governor bar K, whereby upon the sliding movement of the collar, as induced by variations in'the speed of the motor and the consequent eentrifugal operation of the governor, the said governor-bar K will have such -an endwise movement as to bring its inclined portions 52 under the screw 37 of the valve-stem yoke,

whereby upon excessive speed, which induces a more considerable endwise movement to the bar K, the inclined portion 52 will have a position to limit, in degree, the downward movement of the valve-stems and the extent of opening of the valves 71.. p

The sensitiveness of the'governor is regulated by applying the springs k and 'k' for pressing longitudinally upon the bar K, at opposite ends'thereof, and providing means for varying the compression of one or both of the springs, and in .Fig. 1 the spring is is shown as-applied between the extremity of the lever 59 and a button 70 at the end of the'rod 10 which rod is adjustable longitudinally coincident with the length of the said bar K and of the spring k. By this means a greater or less resistance may be imposed against the force generated by the governor-levers against their spring 58 at the fly-wheel, so that the motor may be adjusted to be governed for a high or comparatively low maximum speed. The exhaust mechanism is constructed and arranged so as to open the exhaust-port on the return of the piston next after each work-. ing stroke thereof, and therefore as the cylinder is to be exhausted only once to every two reciprocations of the piston a special.

. mechanism for this -purposeis provided for operating the exhaust-valve p, which has its seat at p within the casing inclosing the exhaust-chamber q at arear lateral part'of each cylinder. The exhaust-chamber is, when the valve 1) is open,-in communication with the pipe or passage q, which leads and opens to or into any desired place or receptacle.

At one side of the motor, upon one end of .themotor-shaft D, is a spur gear-wheel s, which meshes into a second spur gear-wheels of double the diameter, and which is mounted on a suitable stud or arbor supported upon a V bracket at the side of the motor. Rotating in unison with this gear 3 are two eccentrics 25 t, which are set at quarters, as seen in Fig;

2. Each eccentric is surrounded by an eccentric-strap t which has as the radial continuation thereof the eccentric-rod 2. One of these eccentric-rods t" connects with the depending lever i, which is fast upon the transverse horizontal rock-shaft If, while the other eccentric-rod t is connected with a lever t which depends from its loose encircling support upon the rock-shaft, and this depending lever if has its lower end in pressure-contact against the outer end of the'valve-stem 10* of the exhaust-valve 19. Each exhaustvalve has a spring 2 which normally main tains it closed. The said rock-shaft t, which extends crosswise of and above the motor, has

at its other end,which is atthe side of the motor opposite from that at which are located the two eccentric-straps and the gearing therefor, the fixed depending lever-arm t, which has the same manner of engagement with the spring-pressed valve-stem at the farther side of the motor, as has already been described for the valve-stem t at the near side. Each of the eccentric disks t, which is eecentrically of its own center mounted upon the arbor or axis of the gear-wheel s to rotate as one with such Wheel, has concentrically of its point of support the arc-formed slot r, through which projects a screw-stud 0*, which is mounted at a suitable place off from the center of the gear-wheel s and which stud receives the confining-nut W. In order that the time of the exhaust of both of the cylinders maybe properly accomplished, the one relative to the other and each with proper relation to the instant-of the working stroke of the piston, the eccentrics may be by the provision of the studand-slot mode of connection with the gear wheel 8 (with which under running conditions they are as fixed parts) properly, adjusted.

Q Q represent lubricators for the pistons,

they being mounted at the tops ofthe cylinders by having their lower externally-screwthreaded hubs screwed within'tapped holes therefor in the tops of the cylinders. Each lubricator is of a construction shown in the sectional view, Fig. 9-that is to say, it has a false bottom or partition 6:2, within which is the horizontal passage 63,extended diametrically of the lubricator-body and within the thickness of the said false bottom. This passage has-leading from the oil-chamber above the partition the duct 64, which extends to the passage 63, while in an offset vertical line from the axis of the passage 64 is thepassage 65, which leads downwardly through the-lower half of the thickness of the partition 62, forming a communication from the horizontal passage 63 into the subchamber 66. The screwplug 67 may entirely, or more or less nearly, close the communication between the intermediate part of the horizontal passage 63 and the passage 65.

- u represents a shaft, which extends axially through the half of the horizontal passage 63,

opposite the screw-plug 67. The lubricatorcase is provided with the radially-extended boss 69, which is hollow and adapted to receive the stuffing-box 70 and to contain the spring 72, which exerts an inwardly-foreing pressure upon the said shaft u, which is suitably shouldercd to provide a rest for the one end of thespring. The end of the stuffingbox, which is to be continued as a part of the lubricator-body, is formed withtheend-faced cam '0, While the hub of the lever-arm to, which is afiixed to the shaft, is also constructed to conform to the cam-formed end contour of the stuffing-box. 1

The levers 10, applied to the shaft Q of both of the lubricators, have a connection with the common bar at, which, in the arrangement shown in Fig. 1, forms part of the circuitbreaker, which bar is connected to one of the contact parts of the circuit-breaking device hereinbeforereferred to, as indicated at L.

Therefore at the time the motor is to be stopped, when the motorman will operate the circuit-breaker L to leave the circuit open,

shafts u to close the communication between the passage 64 and the passage 63, so that no oil may unnecessarily run down into the cylinder. Of course it is understood that the reversed action of the circuit-breaker will correspondingly reverse the swinging movements of the levers '20 20, whereupon they will be cammed outwardly, openin g the passageway for oil.

The oil is not maintained in the lubricatorchambers fully to the top thereof, and there is a pipe 75, which has its lower end set within or connected at a hole through the horizontal partition or false bottom 62, so that there is communication between the space above the oil in the main chamber of the lubricator and the subchamber.

At each time when the piston passes so far rearwardly as to uncover the opening 71 in the lower end of the lubricator the oil may drip or flow into the cylinder, while of course at other times there may be a certain amount of oil supplied upon the periphery of the piston. The pipe 75 provides for a full atmospheric pressure above the oil when the piston uncovers the opening 7l,whereupon the downfiow of oil is the better assured. The subchamber 66 provides that there will be a sufficient volume of air for the establishment, periodically, of the atmospheric pressure and without'interfering with or being, interfered by the outfiowing oil.

The position of the lubricator is such relative to the stroke of the piston that passage 71 is never open to communication with the cylinder-chamber to the rear of the piston,

and therefore no gas may ever pass into the lubricator.

The crank and'pisto n pins y and z, to which the connecting-rod E has its connection by strap or eye engagement, are lubricated by means which will be now described, referenre being had to Fig. 6; The piston-rod E is tubular, the passage or chamber therein being of reduced size at its ends, and in these reduced end passages, which lead to the internal wall of the strap or eye which surrounds the crank or piston pin, is a quantity of absorbent fibrous compressible material, which is indicated at 80. The-tubular piston-rod is intermediately, at its upper side, provided with the hole 82, which is closed by the screw cap or plug 83. This is accessible through the opening at 84 in the apron of the motor for the entrance of oil into the hollow pistonrod. The oil will slowly ooze through the compressible absorbent material and be conveyed upon the crank-pin and the cylinder-pin. At the left-hand end of the pistonrod, as shown in Fig. 6, a screw-plug 85 is shown as laterally entering the chamber in which is contained the absorbent material, which may be turned inwardly, so as to cause the oil-saturated compressible material therein to be crowded by displacement against the crank-pin. As shown, this piston-rod is made sectional, the same comprising parts as follows: At the right-hand end the eye-section has the longitudinally-bored and externally-screw-threaded stem 02. The strap at the other end is similarly constructed, with the exception that it is made in the form of a twopart strap 93, united by bolts to embrace the crank-pin. The intermediate part 94 of the connecting-rod is in the form of a tube, with the opening therethrough of considerable size, and having its ends internally screw-tapped to engage the externally-tln'eaded stems 92 of the sections 90 and 93. The orifice of each of the stems 92 is also internally screw-tapped to receive the, externally-threaded axiallybored nipples 95, which produce the contraction of the passage or chamber adjacent the ends of the piston-rod and which may be turned at the time of setting up or overhauling the motor to the proper crowding action against the oil-absorbing material in the hollow end sections.

In Fig. 8 a slightly different specific construction of the gas-induction chamber Fis shown, the same in this case entering the end portion .of the cylinder transversely of the length of the latter, its lower open end not extending so far down as the bottom of the cylinder-chamber. The sparking device in this case is located at apoint which at the time of producing the spark will be fully surrounded or flushed by fresh gasolene vapor.-

The provision, in all cases, of the inductionchamber, within or adjacent which is the.

sparking device, alwaysinsures a good and fresh supply of the explosive vapor or gas atand surrounding the point at which the spark is produced, and obviates any possibility or failure to explode or'to completely utilize in the explosion all of the efiective explosive gas or vapor by reason of any dead carbonic-acid gas which might remain in the cylinder after the preceding stroke.

In starting up the motor the switch L is moved to close the electric circuit, and the motor-shaft is rotated by hand-power, turning the fly-wheel M or applying a crank at the squared end 95 of' the motor-shaft D, whereupon the movements to the pistons will be in this way imparted, causing the injection of the gas into the cylinders and the sparking and explosion thereof. After a few turns have been thus given to the motor-shaft the motor will continue to be run by the successive explosions of the motor fluid so long as the gasolene supply is maintained and the current continues through the sparking-circuit.

Having thus described my invention, what I claim, and desire to secure by Letters Pat cut, is

. 1. In a motor, in combmation, a piston-cylinder, an injector-chamber and a valved passage communicating therefrom with the cylinder, a service-tank and an injector-tube communicating therewith and extending rearwardly into the injector-chamber, a partition which transversely divides the injector-cham ber and which has the longitudinally-passaged thimble extension widely surrounding the in j ector-tube, an air-chamber having communication with the rear compartment of the injector-chamber, and means for periodically igniting. the motor fluidwhich is entered at the rear of the piston, substantially as described.

2. In a motor, in combination, a piston-cylinder,. an injector-chamber having a valved passage communicating with the cylinder, 21 service-tank, and an injector-tube communicating therewith and extending rearwardly into the injector-chamber, a partition which transversely divides the injector chamber which has the longitudinally-passaged thimble of greater diameter than the injector-tube which it surrounds, and which partitionhas the perforations, f, f the apertnred registerplate, f overlying the perforated partition, and means for moving it, an air-chamber having communication with the rear compartment of the injector-chamber, and means for periodically igniting the motor fluid at the rear of the piston, substantially as described.

3. In a gasolene or analogous motor, in combination, the service-tank, G, having the passage, 22, leading from a lower portion of its interior upwardly and rearwardly therefrom, the injector-tube connecting with said passage, the injector-chamber, e, inclosing the injector-tube and having the thimble inclosed therein which widely surrounds the tube, and which has its rearend in communication with atmospheric air,the cylinder, and piston therein, and connecting ways leading from the injector-chamber to the rear part of the cylinder-chamber, substantially as described.

-l.- In a gasolene or analogous motor, in combination, the service-tank,- G, having the passage, 22, leading from a; lower portion of its interior upwardly and rearwardly therefrom and the screw-plug for regulating the said passage, the injector-tube connecting with said passage, the injector-chamber, e, inclosing the injector-tube and having the thimble inclosed therein which widely surrounds the tube, and which has its rear end in communication with-atmospheric air, the cylinder, and piston therein, and connecting ways leading from the injector-chamber to the rear part of the cylinder-chamber, substantially as dep the combination with the pair of cylinders scribed.

5. In a gasolene, or analogous motor,the combination with the service-tank, G, having the passage, 22, leading from alower portion of its interior upwardly and rearwardly therefrom,

the inlet oil-supplyi ng pipe leading into'an upper part of the service-tank and the overflow-- pipe, 19, leading from an intermediate point in the height of the tank, the injector-tube connecting with said passage, the injector-charm her, (2, inclosing the injector-tube and having the thimble inclosed therein which widely surrounds the tube, and which has its rear end in communication with atmospheric air, the cylinder and piston therein and connecting ways leading from the injector-chamber to the rear part of the cylinder-chamber, substantially as described. I

6. In combination,in a gasolene-motor,a cylinder-having the induction-chamber, F, openin g thereinto at the rear of the cylinder-piston, a service-tank, an injector comprising a tube connecting with the tank,and an air-tube havin g a communication at a rearportion thereof with a source of air supply, surrounding the injector-tube and a chamber into which both' of said tubes forwardly enter, the passage, b, leading upwardly from the induction-chamber, 1 and having the check-valve, h, downwardly opening, provided therefor and the passage, 26, connecting the injector-chamber with said valved passage, 1), and a spark-producing apparatus located within the said chamber, F, comprising a circuit breaker adapted to be moved open mechanically by the piston upon its rearward movement and i also comprising electrical conductors and a generator, substantially as described.

7 In a gas-engine,the combination with the passage or conduit, 12, leading to the chamber in the cylinder back of the piston having the valve, h, therefor and the valve-stem provided at its top with the yoke, hi, on which is the.

abutment, 37, of the bar, K, which is movable transversely of the val ve-stem and having the recess, 50, and its upper edge adjacent the recess inclined, together with a speed-governor actuated concurrently with the running of the motor and having a connection with said bar for moving it variably proportionate to the developed speed of the motor, substantially as and for the purposes set forth.

8. In a motor, the combination with the induration-passage, b, and valve, h, therefor having the valve-stem provided with an abutment member, of the bar, K, which is movable transversely of the length of the valve-stem and which has the recess, 50, and the inclined bar, K, substantially as described.

9. In a misfit th e cl1aracter described,

hung thereon, the eccentric-straps, and the eccentric-rods connected to the arms, t and the said arms, and 13 having'engagements withthe said exhaust-valve stems, substantially as described.

10. In a motor of the character described, the combination with the pair of cylinders and an exhaust-passage for each having valves and springs applied for maintaining them normally closed, of the gear-wheel, s,

roof

on the motor-shaft and the gear-wheel, s

which is of double the diameter of said gear, 5, in mesh therewith and having the two eccentrics mounted revolubly thereon and each provided with an arc-formed slot, 1, the bolt.

or studs mounted upon the said gear-wheel and protruding through the said slots in the eccentrics and having the nuts, 4' all whereby the eccentrics may be adjusted relative to each other and with relation to the crankshaft, substantiallyasdescribed.

11. In a motor of the character described,

IIO

the'combination with cylinders and pistons and provisions for introducing an explosive gas into the cylinder-chamber behind the'piston, of a circuit having a circuit-breaking 1 spark-producing device located in the gaschamber at the rear of the piston and a switch for opening the circuit independently of said spark-produein g device, lubricators for oiling the cylinders having valves or plugs movably arranged for closing its outlet and a connection between said valves and the switch whereby when the switch is closed the lubricator-valves will be opened and vice versa, substantially as described.

12. In a motor of the character described, the combination with the circuit which comprises the circuit-breaking, spark-producing device, and a switch for independently opening the circuit, the same comprising the bar, as, of the lubricators having egress-passages and each with a shaft, Q, provided with a movements thereof in the directionv of the spring for forcing it closed and each shaft axis .of the shaft, substantially asand for the,

' ates with the hubs of the arms, w, as the lat-, JWitne'sses:

having a lever-arm, 'w, to which said bar, w,' purpose set forth. is connected, and a cam, 12, which so"co6p'er'- JAMES FRANK DURYEA,

.ter are swung, as to-cause, in conjunction 1 WM. S. BELLOWS,

with their swinging movements, also outward J D. GARFIELD. 

